Cessna 172 Maneuvers - Dean International
Cessna 172 Maneuvers - Dean International
Cessna 172 Maneuvers - Dean International
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Flight Training and<br />
Aircraft Rentals<br />
14150 14532 SW 129th St. MIAMI, FL. 33186<br />
www.flymiami.com<br />
305-259-5611<br />
IN FLIGHT MANEUVERS AND OPERATING PROCEDURES C-<strong>172</strong><br />
Normal Cruise:<br />
Straight and level flight should be with the airplane trimmed for level attitude and<br />
using 2200-2300 RPM. There should be no altitude gain or loss and heading should<br />
remain constant.<br />
Slow Flight:<br />
• Select an entry altitude for the maneuver that allows completion no lower than<br />
1500 foot AGL or the recommended altitude whichever is high – <strong>Dean</strong><br />
<strong>International</strong> altitude: 2000 ft.<br />
• Start by making two 60 degree clearing turns, maintaining altitude.<br />
• Upon completion, look and say heading, altitude and horizon.<br />
• Complete the pre-maneuver checklist: fuel selector: both, flaps up, mixture rich,<br />
carburetor heat on; look and say …<br />
• Gradually apply back pressure on the yoke to maintain altitude, slow to 85 knots<br />
using coordination (rudder) and maintain heading (looking outside)<br />
• Lower 10 degrees of flaps, heading, altitude and horizon re-trim, adjust power<br />
and stabilize speed around 80 knots<br />
• Lower 20 degrees of flaps, heading, altitude and horizon re-trim, adjust power<br />
and stabilize speed around 70 knots<br />
• Lower full flaps, heading, altitude and horizon , re-trim, adjust power and stabilize<br />
speed at 60 knots (stabilize the airspeed at 1.2 VS1 +10/-5 knots<br />
• Make necessary corrections for altitude using throttle adjustments and for speed<br />
using pitch adjustments (carburetor heat off above 2000 RPM).<br />
• Recover to straight and level flight by adding full power; retract flaps in 10increments<br />
resume normal cruise without gain or loss of altitude.<br />
Go-Around Procedure<br />
• Add full power – Nose to the horizon<br />
• Turn the carburetor heat off.<br />
• Retract 10 degrees of flaps<br />
• Establish positive rate of climb<br />
• Retract 10 degrees of flaps<br />
• Establish positive rate of climb<br />
• Retract 10 degrees of flaps
Approach to Landing Stall (Power off Stall)<br />
• Select an entry altitude for the maneuver that allows completion no lower than<br />
1500 ft. AGL or the recommended altitude whichever is higher – <strong>Dean</strong><br />
<strong>International</strong> altitude: altitude 2000 ft<br />
• Make two 90 degree clearing turns, maintaining altitude.<br />
• Complete the pre-maneuver checklist: fuel selector: both, flaps up, mixture rich,<br />
carburetor heat on; look and say heading, altitude and horizon<br />
• Gradually apply back pressure on the yoke to maintain altitude slow to 85 knots<br />
using coordination (rudder) and maintain heading (looking outside).<br />
• Start lowering the flaps in 10 degree increments as specified in slow flight<br />
procedure.<br />
• With the airplane trimmed to the normal approach speed for the landing<br />
configuration, reduce power to idle.<br />
• Start gradually increasing angle of attack until the stall buffet is detected.<br />
• Recover by lowering the nose to the horizon, adding full throttle and right rudder<br />
and level the wings as necessary, maintaining heading. As flying speed is<br />
regained adjust the pitch attitude to stop the descent and initiate a climb.<br />
• Retract the flaps in 10 degree increments.<br />
• Recovery should occur with minimum loss altitude.<br />
Take-off and Departure<br />
• Select an entry altitude for the maneuver that allows completion no lower than<br />
1500 ft. AGL or the recommended altitude whichever is higher – <strong>Dean</strong><br />
<strong>International</strong> altitude: altitude 2000 ft<br />
• Make two 90 degree clearing turns, maintaining altitude.<br />
• Complete the pre-maneuver checklist: fuel selector: both, flaps up, mixture full<br />
rich, carburetor heat: on, power: 1700 RPM and trim.<br />
• Reduce speed to 70 knots (simulation take-off speed).<br />
• Close the carburetor heat, add full throttle and gradually increase the angle of<br />
attack maintaining proper coordination of the flight controls (right rudder and<br />
heading).<br />
• When the first stall buffet is detected, recover by smoothly lowering the nose to<br />
the horizon and level the wings as necessary (maintain right rudder).<br />
• Establish VX (best angle of climb speed) until a positive rate of climb is noted.<br />
• Return to normal cruise<br />
“S” Turns Across a Road<br />
• Establish normal cruise at 1000 ft, AGL.<br />
• Establish the airplane on a downwind heading and note the heading.<br />
• Select a road or prominent straight line that runs crosswind.<br />
• Enter downwind and perpendicular to the reference line.<br />
• As the airplane crosses the reference line, enter a steep bank, because the<br />
ground speed is fastest at that point.<br />
• The bank angle is gradually reduced as necessary to describe a ground track,<br />
which is a perfect half circle. As the roll out is completed, the airplane should be<br />
crossing the road perpendicular to it and headed upwind.
• Since the airplane is on the upwind side of the maneuver, a shallow bank should<br />
be started in the opposite direction to begin the second half of the “S”.<br />
• The bank angle should be gradually increased as necessary to describe a<br />
headed downwind.<br />
• Outside references: road – altitude – outside the traffic.<br />
Turns Around a Point<br />
• Establish a normal cruise at 1000 ft. AGL<br />
• Establish the airplane on a downwind course and not the heading.<br />
• Select a prominent reference point on the ground.<br />
• Enter the maneuver flying downwind past the point at a distance equal to the<br />
desired radius of the turn.<br />
• As you arrive exactly abeam the point, enter a medium banked turn toward track<br />
over the ground. Vary the bank from that point as necessary to fly in a perfect<br />
circle with constant radius around that point.<br />
• When any wind exists, it will be necessary to enter the steepest bank<br />
immediately since the airplane is headed downwind. Thereafter, that bank should<br />
be shallowed gradually until the crosswind segments; crab technique must be<br />
utilized to maintain the desired track.<br />
• Outside references: point – altitude – outside for traffic.<br />
Rectangular Course<br />
• Establish normal cruise at 1000 ft. AGL<br />
• Select a reference rectangular course on the ground, big enough to fly outside its<br />
boundaries while maintaining the same distance from the sides.<br />
• Enter the downwind, while making all necessary wind corrections.<br />
• Turn crosswind by using a moderate to steep bank angle, depending on the wind<br />
to keep the airplane from drifting away from the rectangle and to join the<br />
crosswind side of the maneuver, maintaining the same distance from the side.<br />
• Turn upwind by using a moderate to shallow bank angle in such a way that the<br />
same distance with the rectangle is maintained when the roll out is complete, and<br />
make all necessary wind corrections.<br />
Steep Turns<br />
• Select an altitude that will allow the maneuver to be performed no lower than<br />
1500 ft. AGL – <strong>Dean</strong> <strong>International</strong> altitude: 2000 ft.<br />
• Establish normal cruise speed.<br />
• Make two 90 degree clearing turns.<br />
• Smoothly roll into a 30 degree bank and apply some back elevator pressure.<br />
Upon reaching 45 degrees apply a little more back elevator pressure.<br />
• Maintain a coordinated steep turn with a constant bank and roll out on the<br />
original heading after 360 degree of turn. It is important to maintain a constant<br />
altitude as well as constant bank. For commercial practice, the bank should be at<br />
50 degrees.
Short Field Take-off<br />
• Complete the before take-off checklist.<br />
• Lineup for take-off utilizing all available runway, hold brakes, and smoothly apply<br />
full throttle, call out temperature-pressure and RPM; then release the brakes.<br />
• Rotate at the recommended take-off speed and reach VX (best angle of climb<br />
speed) 60 knots as soon as possible, maintain this speed until the obstacle is<br />
cleared (normally 50 ft. above the obstacle).<br />
• Accelerate to VY (best rate of climb speed) 75 knots until reaching a safe altitude<br />
and establish normal climb.<br />
Short Field Landing<br />
• Enter downwind leg at normal cruise and perform pre-landing checklist.<br />
• Reduce the power to 1700 RPM, trim off as required and start descent.<br />
• Target speed during this phase should be 85 knots.<br />
• Lower 10 degrees of flaps; target speed is 75 knots altitude 800 ft.<br />
• When established on base leg, set the flaps to 20 degrees and the target speed<br />
should be 70 knots.<br />
• Turn to final approach and set full flaps; target speed should be 60 knots.<br />
• Make wind drift corrections as necessary.<br />
• Touch down should be made in a full stall attitude with a minimum rate of<br />
descent; power is reduced during round out slowly to prevent the airplane from<br />
dropping.<br />
• After the airplane is on the ground, retract the flaps and apply aerodynamic<br />
braking with power at idle.<br />
Soft Field Take-off<br />
• Complete the before take-off checklist, flaps 10 degrees<br />
• Taxi into take-off position while pulling the elevator full up and do not stop the<br />
airplane.<br />
• Apply full power, as nose comes up, release back pressure slightly to maintain<br />
an attitude where the nose wheel is clear of the runway, without dragging the tail<br />
looking at the far end of the runway.<br />
• Maintain this attitude and life-off at the slowest possible airspeed.<br />
• As soon as the airplane is off the ground, slightly lower the nose to remain in until<br />
crossing over the obstacle.<br />
• After crossing the obstacle, lower the nose to obtain VY and retract the flaps.<br />
Resume normal climb at 75 knots.<br />
• References – look at the end of the runway (look for trees, buildings, etc.)<br />
Soft Field Landing<br />
• Enter downwind at normal cruise and complete the pre-landing checklist.<br />
• Opposite point of touchdown.<br />
• Reduce the power to 1700 RPM, trim off as required and start descent.<br />
• Target speed during this phase should be 85 knots.<br />
• Lower 10 degrees of flaps, trim as required and establish 75 knots.
• Turn to base leg using the 45 degree reference from the runway and set the flaps<br />
to 20 degrees. Trim as necessary. Target speed should be 70 knots.<br />
• Turn to final approach and set full flaps; speed should be 60 knots. Make wind<br />
drift correction as necessary.<br />
• Keep reducing power during the descent – once the runway is made, there<br />
should be no power.<br />
• Just before touchdown, add a little power so the airplane settles down as smooth<br />
as possible with nose up attitude (some power may be required during the<br />
landing roll to prevent the airplane from digging on the ground). Once the wheels<br />
touch the ground, cut the power completely. Full elevator up should be held in<br />
order to maintain the nose wheel off the ground as long as possible. Apply<br />
brakes only as required.<br />
Lazy Eights<br />
• Establish normal cruise.<br />
• Make two 90 degree clearing turns.<br />
• Lower the nose if necessary to accelerate to the maneuvering speed (VA) of 97<br />
knots.<br />
• Begin to raise the nose, then immediately begin a turn with the pitch and the<br />
bank slowly increasing in a smooth, coordinated manner.<br />
• The pitch should reach its maximum nose high attitude at the 45 degree point<br />
with the bank approximately half of the maximum bank angle used in the<br />
maneuver. The maximum bank used should not exceed 30 degrees.<br />
• As the turn continues to the 90 degree point the nose should descend slowly to<br />
the level flight attitude with the bank gradually increasing to the maximum (not<br />
more than 30 degrees).<br />
• Between 90 degrees and 135 degrees of turn the nose should reach its<br />
maximum nose down pitch attitude, which should equal the nose up pitch attitude<br />
of the first 45 degree turn. The bank should decrease gradually to a 15 degree<br />
bank or half the maximum bank used whichever is less.<br />
• Between 135 and 180 degrees of turn the nose should return to the normal level<br />
attitude with the bank slowly shallowing to wings level and the airspeed returning<br />
to the maneuvering speed.<br />
• Without stopping the maneuver the same process is then executed in the<br />
opposite direction.<br />
Note: The Lazy Eight consists of two 180 degree turns directions with a symmetrical<br />
climb and dive performed during each of the turns. The airplane should be constantly<br />
rolled from one of climb to dive. The loops should be symmetrical with the segments<br />
above and below the horizon equal in size. At no time during the maneuver should<br />
the airplane attitude, control positions or control forces be held constant. Airspeed,<br />
attitude, altitude and direction should be constantly and very smoothly changing.<br />
Chandelle<br />
• Make two 90 degree clearing turns.<br />
• Lower the nose slightly if necessary to accelerate to VA.
• Establish a 30 degree bank and increase the back pressure smoothly, raise the<br />
nose to an attitude where the 90 degree point will produce a maximum<br />
performance climbing turn. Smoothly advance the power as the nose is raised.<br />
Power and pitch should be maximum at the 90 degree point of the turn.<br />
• Begin a coordinated roll out after 90 degrees of turn while maintaining the pitch<br />
attitude. The 180 degree point should be reached as the wings level with the<br />
airspeed just above a stall.<br />
• Hold the pitch attitude momentarily, then lower the nose to the level flight and<br />
normal cruise RPM.<br />
Note: A chandelle is a maneuver wherein the pilot tires to accomplish a maximum<br />
gain of altitude during a 180 degree change of direction. Use of a 30 degree bank is<br />
the maximum bank allowable; however, a smaller bank may produce a better climb<br />
in lower performance aircraft. Determine what angle of bank gives the most climb for<br />
the aircraft and utilize that bank.<br />
Eight on Pylons<br />
• Before starting this maneuver calculate the pivotal altitude applicable for the C-<br />
<strong>172</strong> and show how it is accomplished; KTAS squared divided by 11.5 knots or 15<br />
MPH.<br />
• Perform clearing turns.<br />
• Complete pre-maneuver checklist: fuel selector: proper tank, mixture: rich,<br />
carburetor heat: off seat belts fastened.<br />
• Determine wind direction and select 2 pylons which are located perpendicular to<br />
the wind.<br />
• Select the appropriate pivotal altitude depending on the aircraft true airspeed.<br />
• Start the maneuver by flying downwind between the pylons at a 45 degree angle<br />
of entry.<br />
• Reach to the first pylon and roll in to a coordinated medium to steep bank so the<br />
airplanes lateral axis pivots on the pylon.<br />
• Since the airplane is turning around the pylon there will be a point where it going<br />
to face the wind (upwind side of the maneuver). At this point, the ground speed is<br />
going to decrease which is evident by observing the pylon moving ahead of the<br />
reference point on the airplane; this needs to be corrected by lowering the nose<br />
and decreasing bank and for instance, building up more speed to “catch” the<br />
pylon.<br />
• When the airplane is located between the pylons at 45 degree angle, the other<br />
pylon should be the target by flying momentarily straight and level until the<br />
airplane is exactly abeam.<br />
• Since the airplane is flying in the downwind side of the maneuver, the ground<br />
speed is increasing so the pylon appears to be moving behind the airplane; bank<br />
to decrease ground speed, so the pylon “catches” the airplane.
Normal Traffic Patterns<br />
• Once the clearance is obtained from the control tower, align the airplane to the<br />
runway centerline, smoothly add full power, check engine instruments, maintain<br />
directional control and rotate at 55-60 knots.<br />
• Establish VY if no obstacles on the climb path.<br />
• At 500 ft above the ground, turn to crossword leg, maintaining VY with full power<br />
and proper coordination.<br />
• At 45 degrees from the departure the runway, turn downwind leg, maintaining<br />
proper coordination and continue climbing to the pattern altitude (1000 ft AGL).<br />
• Reaching pattern altitude, level off by lowering the nose to the horizon, let the<br />
speed build up to cruise, reduce the power to 2200 RPM, trim as necessary.<br />
• When established abeam the numbers for the landing runway, begin the prelanding<br />
checklist: fuel selector: both, flaps: up, mixture: rich, carburetor heat: on,<br />
power 1700 RPM, trim as required and start a shallow descent. Target speed at<br />
this moment should be 85 knots.<br />
• Lower 10 degrees of flaps, trim as necessary and establish 75 knots target<br />
altitude 800 ft.<br />
• At 45 degrees from the landing runway, turn base and set 20 degrees of flaps,<br />
trim and obtain 70 knots.<br />
• Using common sense, turn to final approach, so no overshoot or undershoot<br />
results, considering wings. Set flaps and establish a speed, which in any case<br />
should NOT be slower than 60 knots and make all necessary wind corrections.<br />
Touch down at the slowest possible speed with no drift and the airplane’s<br />
longitudinal axis is aligned with the runway centerline.<br />
N OTE: OTE A LL C OMMERCIAL PILOT MANEUVERS MANEUVERS<br />
ALONG WITH THE PTS ARE IN THE<br />
JEPPESEN EPPESEN INSTRUMENT/C NSTRUMENT/COMMERCIAL<br />
OMMERCIAL M ANUAL C HAPTER 14. PLEASE LEASE FOLLOW<br />
THESE GUIDELINES.<br />
GUIDELINES